Special Conditions: Bombardier Inc. Models BD-700-2A12 and BD-700-2A13 airplanes; Operation Without Normal Electrical Power., 16891-16893 [2017-06929]
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16891
Rules and Regulations
Federal Register
Vol. 82, No. 66
Friday, April 7, 2017
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2016–8031; Special
Conditions No. 25–653–SC]
Special Conditions: Bombardier Inc.
Models BD–700–2A12 and BD–700–
2A13 airplanes; Operation Without
Normal Electrical Power.
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Bombardier Inc.
(Bombardier) Models BD–700–2A12 and
BD–700–2A13 airplanes. These
airplanes will have novel or unusual
design features when compared to the
state of technology envisioned in the
airworthiness standards for transportcategory airplanes. These design
features are electrical and electronic
systems that perform critical functions,
the loss of which could be catastrophic
to the airplane. The applicable
airworthiness regulations do not contain
adequate or appropriate safety standards
for these design features. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: This action is effective on
Bombardier on April 7, 2017. We must
receive your comments by May 22,
2017.
SUMMARY:
Send comments identified
by docket number FAA–2016–8031
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/ and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
nlaroche on DSK30NT082PROD with RULES
ADDRESSES:
VerDate Sep<11>2014
14:50 Apr 06, 2017
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Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478).
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to the Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT:
Stephen Slotte, FAA, Airplane and
Flight Crew Interface Branch, ANM–
111, Transport Airplane Directorate,
Aircraft Certification Service, 1601 Lind
Avenue SW., Renton, Washington,
98057–3356; telephone 425–227–2315;
facsimile 425–227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
conditions, explain the reason for any
recommended change, and include
supporting data.
We will consider all comments we
receive on or before the closing date for
comments. We may change these special
conditions based on the comments we
receive.
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Background
On May 30, 2012, Bombardier applied
for an amendment to type certificate no.
T00003NY to include the new Model
BD–700–2A12 and BD–700–2A13
airplanes. These airplanes are
derivatives of the Model BD–700 series
of airplanes and are marketed as the
Bombardier Global 7000 (Model BD–
700–2A12) and Global 8000 (Model BD–
700–2A13). These airplanes are twinengine, transport-category, executiveinterior business jets. The maximum
passenger capacity is 19 and the
maximum takeoff weights are 106,250
lb. (Model BD–700–2A12) and 104,800
lb. (Model BD–700–2A13).
Type Certification Basis
Under the provisions of Title 14, Code
of Federal Regulations (14 CFR) 21.101,
Bombardier must show that the Model
BD–700–2A12 and BD–700–2A13
airplanes meet the applicable provisions
of the regulations listed in type
certificate no. T00003NY, or the
applicable regulations in effect on the
date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the BD–700–2A12 and BD–700–
2A13 airplanes because of a novel or
unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified to
incorporate the same novel or unusual
design feature, these special conditions
would also apply to the other model
under § 21.101.
In addition to the applicable
airworthiness regulations and special
conditions, the Model BD–700–2A12
and BD–700–2A13 airplanes must
comply with the fuel-vent and exhaustemission requirements of 14 CFR part
34, and the noise certification
requirements of 14 CFR part 36.
The FAA issues special conditions, as
defined in 14 CFR 11.19, in accordance
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Federal Register / Vol. 82, No. 66 / Friday, April 7, 2017 / Rules and Regulations
with § 11.38, and they become part of
the type-certification basis under
§ 21.101.
nlaroche on DSK30NT082PROD with RULES
Novel or Unusual Design Features
The Bombardier Model BD–700–2A12
and BD–700–2A13 airplanes will
incorporate novel or unusual design
features associated with electrical and
electronic flight-control systems that
perform critical functions, the loss of
which may result in loss of flight
controls and other critical systems, and
that may be catastrophic to the airplane
if not appropriately protected.
The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for these
design features. These special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
Discussion
The Model BD–700–2A12 and BD–
700–2A13 airplanes have a fly-by-wire
flight-control system that requires a
continuous source of electrical power to
maintain an operable flight-control
system. Section 25.1351(d), ‘‘Operation
without normal electrical power,’’
requires safe operation in visual flight
rule (VFR) conditions for at least five
minutes after loss of normal electrical
power, excluding the battery. This rule
was structured around a traditional
design using mechanical control cables
and linkages for flight control. These
manual controls allow the crew to
maintain aerodynamic control of the
airplane for an indefinite time after loss
of all electrical power. Under these
conditions, a mechanical flight-control
system provided the crew with the
ability to fly the airplane while
attempting to identify the cause of the
electrical failure, restart engine(s) if
necessary, and attempt to re-establish
some of the electrical-power generation
capability.
A critical assumption in § 25.1351(d)
is that the airplane is in VFR conditions
at the time of the failure. This is not a
valid assumption in today’s airline
operating environment where airplanes
fly much of the time in instrument
meteorological conditions on air-trafficcontrol-defined flight paths. Another
assumption in the existing rule is that
the loss of all normal electrical power is
the result of the loss of all engines. The
five-minute period in the rule is to
allow at least one engine to be restarted,
following an all-engine power loss, to
continue the flight to a safe landing.
However, service experience on
airplanes with similar electrical power-
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Jkt 241001
system architecture as the Bombardier
Global 7000/8000 airplanes has shown
that at least the temporary loss of all
electrical power for causes other than
all-engine failure is not extremely
improbable. To maintain the same level
of safety, envisioned by the existing
rule, with traditional mechanical flight
controls, the Global 7000/8000 design
must not be time-limited in its operation
under all reasonably foreseeable
conditions, including loss of all normal
sources of engine or auxiliary-powerunit (APU)-generated electrical power.
Unless Bombardier can show that the
non-restorable loss of the engine and
APU power sources is extremely
improbable, Bombardier must
demonstrate that the airplanes can
maintain safe flight and landing
(including steering and braking on the
ground for airplanes using steer- and
brake-by-wire, and fly-by-wire speedbrake panels) with the use of emergency
or alternate electrical power systems.
These electrical power systems, or the
minimum restorable electrical power
sources, must be able to power loads
that are essential for continued safe
flight and landing.
Applicability
As discussed above, these special
conditions are applicable to the Model
BD–700–2A12 and BD–700–2A13
airplanes. Should Bombardier apply at a
later date for a change to the type
certificate to include another model
incorporating the same novel or unusual
design features, these special conditions
would apply to the other model as well.
Conclusion
This action affects only certain novel
or unusual design features on two
models of airplanes. It is not a rule of
general applicability.
The substance of these special
conditions has been subject to the
public notice and comment period in
several prior instances, and has been
derived without substantive change
from those previously issued. It is
unlikely that prior public comment
would result in a significant change
from the substance contained herein.
Therefore, the FAA has determined that
prior public notice and comment are
unnecessary and impracticable, and
good cause exists for adopting these
special conditions upon issuance. The
FAA is requesting comments to allow
interested persons to submit views that
may not have been submitted in
response to the prior opportunities for
comment described above.
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List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
■ The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Special Conditions
■ Accordingly, pursuant to the authority
delegated to me by the Administrator,
the following special conditions are
issued as part of the type certification
basis for Bombardier Model BD–700–
2A12 and BD–700–2A13 airplanes.
In lieu of 14 CFR 25.1351(d), the
following special conditions apply:
1. Bombardier must show, by test or
a combination of test and analysis, that
the airplane is capable of continued safe
flight and landing with all normal
electrical power sources inoperative, as
prescribed by paragraphs 1.a. and 1.b.,
below. For purposes of these special
conditions, normal sources of electricalpower generation do not include
alternate power sources such as the
battery, ram-air turbine, or independent
power systems such as the flight-control
permanent-magnet generating system. In
showing capability for continued safe
flight and landing, Bombardier must
account for systems capability, effects
on crew workload and operating
conditions, and the physiological needs
of the flightcrew and passengers for the
longest diversion time for which
Bombardier is seeking approval.
a. In showing compliance with this
requirement, Bombardier must account
for common-cause failures, cascading
failures, and zonal physical threats.
b. Bombardier may consider the
ability to restore operation of portions of
the electrical power generation and
distribution system if it can be shown
that unrecoverable loss of those portions
of the system is extremely improbable.
The design must provide an alternative
source of electrical power for the time
required to restore the minimum
electrical-power generation capability
required for safe flight and landing.
Bombardier may exclude unrecoverable
loss of all engines when showing
compliance with this requirement.
2. Regardless of electrical-power
generation and distribution system
recovery capability shown under special
condition 1, above, sufficient electricalsystem capability must be provided to:
a. Allow time to descend, with all
engines inoperative, at the speed that
provides the best glide distance, from
the maximum operating altitude to the
top of the engine-restart envelope, and
b. Subsequently allow multiple start
attempts of the engines and auxiliary
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nlaroche on DSK30NT082PROD with RULES
power unit (APU). The design must
provide this capability in addition to the
electrical capability required by existing
part 25 requirements related to
operation with all engines inoperative.
3. The airplane emergency electrical
power system must be designed to
supply:
a. Electrical power required for
immediate safety, which must continue
to operate without the need for crew
action following the loss of the normal
electrical power, for a duration
sufficient to allow reconfiguration to
provide a non-time-limited source of
electrical power.
b. Electrical power required for
continued safe flight and landing for the
maximum diversion time.
4. If Bombardier uses APU-generated
electrical power to satisfy the
requirements of these special
conditions, and if reaching a suitable
runway for landing is beyond the
capacity of the battery systems, then the
APU must be able to be started under
any foreseeable flight condition prior to
the depletion of the battery, or the
restoration of normal electrical power,
whichever occurs first. Flight test must
demonstrate this capability at the most
critical condition.
a. Bombardier must show that the
APU will provide adequate electrical
power for continued safe flight and
landing.
b. The airplane flight manual (AFM)
must incorporate non-normal
procedures that direct the pilot to take
appropriate actions to activate the APU
after loss of normal engine-driven
generated electrical power.
5. As part of showing compliance
with these special conditions, the tests
to demonstrate loss of all normal
electrical power must also take into
account the following:
a. The assumption that the failure
condition occurs during night
instrument meteorological conditions
(IMC) at the most critical phase of the
flight, relative to the worst possible
electrical-power distribution and
equipment-loads-demand condition.
b. After the un-restorable loss of
normal engine-generator power, the
airplane engine restart capability is
provided and operations continued in
IMC.
c. The airplane is demonstrated to be
capable of continued safe flight and
landing. The length of time must be
computed based on the maximum
diversion time capability for which the
airplane is being certified. Bombardier
must account for airspeed reductions
resulting from the associated failure or
failures.
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14:50 Apr 06, 2017
Jkt 241001
d. The airplane must provide
adequate indication of loss of normal
electrical power to direct the pilot to the
non-normal procedures, and the AFM
must incorporate non-normal
procedures that will direct the pilot to
take appropriate actions.
Issued in Renton, Washington, on March
31, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–06929 Filed 4–6–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2017–0126; Special
Conditions No. 25–654–SC]
Special Conditions: VT DRB Aviation
Consultants, Boeing Model 777–200
Airplanes; Installation of an Airbag
System in Shoulder Belts
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
AGENCY:
These special conditions are
issued for the Boeing Model 777–200
airplane. This airplane, as modified by
VT DRB Aviation Consultants (VT DRB),
will have a novel or unusual design
feature when compared to the state of
technology envisioned in the
airworthiness standards for transportcategory airplanes. This design feature
is an airbag system installed in shoulder
belts. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These special conditions
contain the additional safety standards
that the Administrator considers
necessary to establish a level of safety
equivalent to that established by the
existing airworthiness standards.
DATES: This action is effective on VT
DRB Aviation Consultants on April 7,
2017. We must receive your comments
by May 22, 2017.
ADDRESSES: Send comments identified
by docket number FAA–2017–0126
using any of the following methods:
• Federal eRegulations Portal: Go to
https://www.regulations.gov/and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30, U.S. Department of
Transportation (DOT), 1200 New Jersey
Avenue SE., Room W12–140, West
SUMMARY:
PO 00000
Frm 00003
Fmt 4700
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16893
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue SE., Washington, DC, between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
Privacy: The FAA will post all
comments it receives, without change,
to https://www.regulations.gov/,
including any personal information the
commenter provides. Using the search
function of the docket Web site, anyone
can find and read the electronic form of
all comments received into any FAA
docket, including the name of the
individual sending the comment (or
signing the comment for an association,
business, labor union, etc.). DOT’s
complete Privacy Act Statement can be
found in the Federal Register published
on April 11, 2000 (65 FR 19477–19478),
as well as at https://DocketsInfo.dot.gov/.
Docket: Background documents or
comments received may be read at
https://www.regulations.gov/ at any time.
Follow the online instructions for
accessing the docket or go to Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: John
Shelden, FAA, Airframe and Cabin
Safety Branch, ANM–115, Transport
Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue
SW., Renton, Washington 98057–3356;
telephone 425–227–2785; facsimile
425–227–1320.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice of, and
opportunity for prior public comment
on, these special conditions is
impracticable because these procedures
would significantly delay issuance of
the design approval and thus delivery of
the affected airplanes.
In addition, the substance of these
special conditions has been subject to
the public-comment process in several
prior instances with no substantive
comments received. The FAA therefore
finds that good cause exists for making
these special conditions effective upon
publication in the Federal Register.
Comments Invited
We invite interested people to take
part in this rulemaking by sending
written comments, data, or views. The
most helpful comments reference a
specific portion of the special
E:\FR\FM\07APR1.SGM
07APR1
Agencies
[Federal Register Volume 82, Number 66 (Friday, April 7, 2017)]
[Rules and Regulations]
[Pages 16891-16893]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-06929]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
========================================================================
Federal Register / Vol. 82, No. 66 / Friday, April 7, 2017 / Rules
and Regulations
[[Page 16891]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2016-8031; Special Conditions No. 25-653-SC]
Special Conditions: Bombardier Inc. Models BD-700-2A12 and BD-
700-2A13 airplanes; Operation Without Normal Electrical Power.
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Bombardier Inc.
(Bombardier) Models BD-700-2A12 and BD-700-2A13 airplanes. These
airplanes will have novel or unusual design features when compared to
the state of technology envisioned in the airworthiness standards for
transport-category airplanes. These design features are electrical and
electronic systems that perform critical functions, the loss of which
could be catastrophic to the airplane. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
these design features. These special conditions contain the additional
safety standards that the Administrator considers necessary to
establish a level of safety equivalent to that established by the
existing airworthiness standards.
DATES: This action is effective on Bombardier on April 7, 2017. We must
receive your comments by May 22, 2017.
ADDRESSES: Send comments identified by docket number FAA-2016-8031
using any of the following methods:
Federal eRegulations Portal: Go to https://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
Privacy: The FAA will post all comments it receives, without
change, to https://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket Web site, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478).
Docket: Background documents or comments received may be read at
https://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Stephen Slotte, FAA, Airplane and
Flight Crew Interface Branch, ANM-111, Transport Airplane Directorate,
Aircraft Certification Service, 1601 Lind Avenue SW., Renton,
Washington, 98057-3356; telephone 425-227-2315; facsimile 425-227-1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
We will consider all comments we receive on or before the closing
date for comments. We may change these special conditions based on the
comments we receive.
Background
On May 30, 2012, Bombardier applied for an amendment to type
certificate no. T00003NY to include the new Model BD-700-2A12 and BD-
700-2A13 airplanes. These airplanes are derivatives of the Model BD-700
series of airplanes and are marketed as the Bombardier Global 7000
(Model BD-700-2A12) and Global 8000 (Model BD-700-2A13). These
airplanes are twin-engine, transport-category, executive-interior
business jets. The maximum passenger capacity is 19 and the maximum
takeoff weights are 106,250 lb. (Model BD-700-2A12) and 104,800 lb.
(Model BD-700-2A13).
Type Certification Basis
Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.101, Bombardier must show that the Model BD-700-2A12 and BD-
700-2A13 airplanes meet the applicable provisions of the regulations
listed in type certificate no. T00003NY, or the applicable regulations
in effect on the date of application for the change, except for earlier
amendments as agreed upon by the FAA.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the BD-700-2A12 and BD-700-2A13
airplanes because of a novel or unusual design feature, special
conditions are prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Model BD-700-2A12 and BD-700-2A13 airplanes must comply
with the fuel-vent and exhaust-emission requirements of 14 CFR part 34,
and the noise certification requirements of 14 CFR part 36.
The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance
[[Page 16892]]
with Sec. 11.38, and they become part of the type-certification basis
under Sec. 21.101.
Novel or Unusual Design Features
The Bombardier Model BD-700-2A12 and BD-700-2A13 airplanes will
incorporate novel or unusual design features associated with electrical
and electronic flight-control systems that perform critical functions,
the loss of which may result in loss of flight controls and other
critical systems, and that may be catastrophic to the airplane if not
appropriately protected.
The applicable airworthiness regulations do not contain adequate or
appropriate safety standards for these design features. These special
conditions contain the additional safety standards that the
Administrator considers necessary to establish a level of safety
equivalent to that established by the existing airworthiness standards.
Discussion
The Model BD-700-2A12 and BD-700-2A13 airplanes have a fly-by-wire
flight-control system that requires a continuous source of electrical
power to maintain an operable flight-control system. Section
25.1351(d), ``Operation without normal electrical power,'' requires
safe operation in visual flight rule (VFR) conditions for at least five
minutes after loss of normal electrical power, excluding the battery.
This rule was structured around a traditional design using mechanical
control cables and linkages for flight control. These manual controls
allow the crew to maintain aerodynamic control of the airplane for an
indefinite time after loss of all electrical power. Under these
conditions, a mechanical flight-control system provided the crew with
the ability to fly the airplane while attempting to identify the cause
of the electrical failure, restart engine(s) if necessary, and attempt
to re-establish some of the electrical-power generation capability.
A critical assumption in Sec. 25.1351(d) is that the airplane is
in VFR conditions at the time of the failure. This is not a valid
assumption in today's airline operating environment where airplanes fly
much of the time in instrument meteorological conditions on air-
traffic-control-defined flight paths. Another assumption in the
existing rule is that the loss of all normal electrical power is the
result of the loss of all engines. The five-minute period in the rule
is to allow at least one engine to be restarted, following an all-
engine power loss, to continue the flight to a safe landing. However,
service experience on airplanes with similar electrical power-system
architecture as the Bombardier Global 7000/8000 airplanes has shown
that at least the temporary loss of all electrical power for causes
other than all-engine failure is not extremely improbable. To maintain
the same level of safety, envisioned by the existing rule, with
traditional mechanical flight controls, the Global 7000/8000 design
must not be time-limited in its operation under all reasonably
foreseeable conditions, including loss of all normal sources of engine
or auxiliary-power-unit (APU)-generated electrical power. Unless
Bombardier can show that the non-restorable loss of the engine and APU
power sources is extremely improbable, Bombardier must demonstrate that
the airplanes can maintain safe flight and landing (including steering
and braking on the ground for airplanes using steer- and brake-by-wire,
and fly-by-wire speed-brake panels) with the use of emergency or
alternate electrical power systems. These electrical power systems, or
the minimum restorable electrical power sources, must be able to power
loads that are essential for continued safe flight and landing.
Applicability
As discussed above, these special conditions are applicable to the
Model BD-700-2A12 and BD-700-2A13 airplanes. Should Bombardier apply at
a later date for a change to the type certificate to include another
model incorporating the same novel or unusual design features, these
special conditions would apply to the other model as well.
Conclusion
This action affects only certain novel or unusual design features
on two models of airplanes. It is not a rule of general applicability.
The substance of these special conditions has been subject to the
public notice and comment period in several prior instances, and has
been derived without substantive change from those previously issued.
It is unlikely that prior public comment would result in a significant
change from the substance contained herein. Therefore, the FAA has
determined that prior public notice and comment are unnecessary and
impracticable, and good cause exists for adopting these special
conditions upon issuance. The FAA is requesting comments to allow
interested persons to submit views that may not have been submitted in
response to the prior opportunities for comment described above.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting and recordkeeping
requirements.
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Bombardier Model BD-700-2A12 and BD-
700-2A13 airplanes.
In lieu of 14 CFR 25.1351(d), the following special conditions
apply:
1. Bombardier must show, by test or a combination of test and
analysis, that the airplane is capable of continued safe flight and
landing with all normal electrical power sources inoperative, as
prescribed by paragraphs 1.a. and 1.b., below. For purposes of these
special conditions, normal sources of electrical-power generation do
not include alternate power sources such as the battery, ram-air
turbine, or independent power systems such as the flight-control
permanent-magnet generating system. In showing capability for continued
safe flight and landing, Bombardier must account for systems
capability, effects on crew workload and operating conditions, and the
physiological needs of the flightcrew and passengers for the longest
diversion time for which Bombardier is seeking approval.
a. In showing compliance with this requirement, Bombardier must
account for common-cause failures, cascading failures, and zonal
physical threats.
b. Bombardier may consider the ability to restore operation of
portions of the electrical power generation and distribution system if
it can be shown that unrecoverable loss of those portions of the system
is extremely improbable. The design must provide an alternative source
of electrical power for the time required to restore the minimum
electrical-power generation capability required for safe flight and
landing. Bombardier may exclude unrecoverable loss of all engines when
showing compliance with this requirement.
2. Regardless of electrical-power generation and distribution
system recovery capability shown under special condition 1, above,
sufficient electrical-system capability must be provided to:
a. Allow time to descend, with all engines inoperative, at the
speed that provides the best glide distance, from the maximum operating
altitude to the top of the engine-restart envelope, and
b. Subsequently allow multiple start attempts of the engines and
auxiliary
[[Page 16893]]
power unit (APU). The design must provide this capability in addition
to the electrical capability required by existing part 25 requirements
related to operation with all engines inoperative.
3. The airplane emergency electrical power system must be designed
to supply:
a. Electrical power required for immediate safety, which must
continue to operate without the need for crew action following the loss
of the normal electrical power, for a duration sufficient to allow
reconfiguration to provide a non-time-limited source of electrical
power.
b. Electrical power required for continued safe flight and landing
for the maximum diversion time.
4. If Bombardier uses APU-generated electrical power to satisfy the
requirements of these special conditions, and if reaching a suitable
runway for landing is beyond the capacity of the battery systems, then
the APU must be able to be started under any foreseeable flight
condition prior to the depletion of the battery, or the restoration of
normal electrical power, whichever occurs first. Flight test must
demonstrate this capability at the most critical condition.
a. Bombardier must show that the APU will provide adequate
electrical power for continued safe flight and landing.
b. The airplane flight manual (AFM) must incorporate non-normal
procedures that direct the pilot to take appropriate actions to
activate the APU after loss of normal engine-driven generated
electrical power.
5. As part of showing compliance with these special conditions, the
tests to demonstrate loss of all normal electrical power must also take
into account the following:
a. The assumption that the failure condition occurs during night
instrument meteorological conditions (IMC) at the most critical phase
of the flight, relative to the worst possible electrical-power
distribution and equipment-loads-demand condition.
b. After the un-restorable loss of normal engine-generator power,
the airplane engine restart capability is provided and operations
continued in IMC.
c. The airplane is demonstrated to be capable of continued safe
flight and landing. The length of time must be computed based on the
maximum diversion time capability for which the airplane is being
certified. Bombardier must account for airspeed reductions resulting
from the associated failure or failures.
d. The airplane must provide adequate indication of loss of normal
electrical power to direct the pilot to the non-normal procedures, and
the AFM must incorporate non-normal procedures that will direct the
pilot to take appropriate actions.
Issued in Renton, Washington, on March 31, 2017.
Michael Kaszycki,
Assistant Manager, Transport Airplane Directorate, Aircraft
Certification Service.
[FR Doc. 2017-06929 Filed 4-6-17; 8:45 am]
BILLING CODE 4910-13-P